Inlet-valve gear for internal-combustion engines



March 18, 1930. EQKGI 1,751,240

INLET VALVE GEAR FOR INTERNAL COMBUSTION ENGINES Filed Nov. 5,' 1926 2 Sheets-Sheet 1 INVENTOR ma Mch 18, 1930; E, KGI 1,751,240

INLET VALVE GEAR FOR INTERNAL COMBUSTION ENGINES Filed Nov. 5,' 1926 '2 Sheets-Sheet 2 umm!!! ="""mllm ,H 'EWI INVENTOR Patented Mar. 18, 1930 UNITED STATES PATENT OFFICE EMIL RAGI, OE WINTERTHUR, SWITZERLAND, .ASSIGNOR To BUSOYVII-SUIZER BROS.- DIESEL ENGINE COMPANY, or ST. LOUIS, MISSOURI, A CORPORATION `OE MISSOURI INLET-VALVE GEAR FOR INTERNAL-COMBUSTIO ENGINES Application filed. November 5, 1926, Serial No.`

This invention relates to valve gear for internal combustion engines of the kind in which a plurality of fuel valves are provided for each cylinder together with means Whereby the number of such valves simultaneously operative to admit fuel to the working cylinder may be varied according to the load under which the engine is running. The object of the invention is to provide simplified and improved means for controlling the activity of the valves and in the accompanyV ing drawings, in which an illustrative form of the invention is shown, Fig. 1 is a View, partly in section, of the head of an engine cylinder to which the invention is applied, Fig. 2 is a View, also partly sectional, on the line I-I of Fig. 1 and Fig. 3 is an end view of the mechanism illustrated in Fig. 1.

To simplify the drawing only the injection valves 3 and 4 are shown in the head 2 of the cylinder 1. These valves are operated from a shaft 5 by the individual rockers 6 and 7, respectively, the rocker 7 being eccentrically mounted directly on the rock shaft and the rocker 6 on a Sleeve 15 loosely and eccentrically mounted on said shaft.

At their lower ends the rockers 6 and 7 are provided with rollers engageable respectively with cams 25, 24 mounted on a cam shaft 8, the engagement or non-engagement of the rollers with their cams depending upon the position of the shaft 5 and the sleeve 15, the rotation of the former operating to move rocker 7 into or out of the path of movement of its cam 24 and the rotation of the sleeve 15 operating to move rocker 6 into or out of the path of movement of its cam 25.

The control for the rock shaft 5 and sleeve 15, which may be manual, as shown, or otherwise, preferably comprises a shaft 9 rotatable by means of handle 20 and carrying cams 13 and 14 engageable with the ends of levers 12 and 18 having bearings at 10 and 17, respectively, lever 12 being connected by means of link 11 to a crank on the end of shaft 5 and lever 18 similarly connected by means of link 16 with a crank on the end of sleeve 15.

To provide for the independent control of the valves, the cams 13 and 14 are mounted on the shaft 9 with their forward faces out 146,346, and in Germany November 11,1925.

of axial alignment, whereby upon rotation of the shaft 9 the lever 12, shaft 5 and hence rocker 7 maybe moved to any desired posi tion, to provide for the desired' opening of valve 4 bythe cam @4p-rior to Athe eng-agement of the cam 14 with the roller 'on ifever 18. This control of tliefveilve 4 occurs yduring movement of the handle '20 between po sition a and position b, .in the latter (Fig. 2) the, rocker v7 being in position to receive its full movementsfrom its cam 24 and the cam 14 (Fig. 3) being in position to initiate the movement of lever 18 to bring rocker 6 within the path of movement of its cam 25.

lVhenthe engine'is to be started handle 20 occupies position a, neither of the valve rockers then being within the path of cams 24, 25, and the starting air is admitted. To

initiate fuel operation of the engine the handle is moved toward position In thereby rocking shaft 5 to bring rocker 7 within the path of movement of its cam 24 as above described. As the load continues to increase after the handle 2() has reached position b and valve 4 thereby rendered fully active, the control handle is moved toward position c thereby rocking the sleeve 15 and bringing rocker 6 within the path of movement of its cam to render active to the desired extent the additional fuel valve 3.

1t will be understood that the above ar- I a plurality of Operating cams thereon adaptl ed for successive engagement each with its said adjustment means.

2. In combinationin an internal combustion engine, a plurality of injection valves, individualoperating means for each of said valves, a plurality of relatively movable ad-V justment members each adapted to vary the valve opening action of one ofV said means and a common support for said members.

3. In combination in an internal combus-V Vtlon engine, a plurality of lnJection valves,

operating means for each of` said valves, a shaft, an eccentric rigidly secured to said shaft and adapted to vary the valve opening action of one of said operating means', Va

second eccentric, loosely Vmounted Vonv said shaft and adapted to vary the valve opening action of another of said operating means,

and means for actuating said eccentrics suc-V cessively.

4. In combination in an internal combustionv engine, a plurality of injection valves, operating means :torv each of said valves, a plurality of relativelyV movable adjustment vmembers each adapted Yto vary the valve opening action of one of said means and a common supporting shaft for saidfvalve operating means and said ad]ustment members.

In testimony whereof, I have signed this I specification.v 1

EMI-L yKAGrI. 

